Engine & Gear Box Mating
Some observations from a novice. Apologies if I seem like the boy teaching his grandmother how to suck eggs.
It's hard to top laughing when I see 4 bolts on the USA side of the adaptor & 12 on the British. I bought a mate around (retired Ford engineer) to advise on re-tapping some studs on the LR side & he was dumbstruck! "Why did the poms use so many bolts? Trade union dictates?"
Line up is CRITICAL. I tried to mate the motor to the GB in situ but gave up! AND that's with a rolling chassis. I had no luck on the floor either. I eventually mated them without the clutch- thats when I noticed the mainshaft butting up against the spigot bush in the flywheel- to get the procedure right & also found some of the 7/16ths UNC studs I had installed to replace dodgy 3/8th ones were a bit tight in the bell housing holes. The squared off end of the mainshaft is a big problem. Why isn't it tapered to a rounded end like I see on umpteen other vehicles?
For the future, if the eng or GB needs to come out, I can see myself removing both together. Possible? I think I read somewhere the Transfer Case may need removal. I'd expect to completely strip out the front.
1961 Series 2A Holden 186 (2.25 pending)
1955 MGA 1500
1949 Citroen Big 6
1950 Grey Fergie Tractor
1987 BMW R100RS
1962 Renault Dauphine Gordini (under resto)
"I love cooking with wine. Sometimes I put it in the food!" ...W.C. Fields
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